Narrative:

A few minutes after departure from runway 15 my engine began to sputter at an altitude of approximately 2;500 feet MSL. The outside temp was 107 degrees. My supplemental electrical fuel pump quit working as the switch/breaker would not stay on. My fuel pressure was less than 1 psi and the engine requires 2.2 psi. I had been handed off from the tower to the departure frequency.I was unable to maintain altitude so I informed approach that I was turning back to the [departure] airport as it was the closest in proximity to my position. Approach then informed me he would inform the tower. I switched frequency back to tower and let them know I had engine problems and was returning. When asked if I could enter the pattern on downwind; I felt that I might not have enough energy to make the pattern and requested to land on runway. I was cleared to land and the tower canceled landing clearance to another landing aircraft on 15 in order that I might land. On landing; I still had partial power and by the time I taxied back to the repair facility; the sputtering cleared.the repair facility fixed the switch/breaker and determined that I had a vapor lock condition due to a combination of the high outside temps and lack of fuel pressure from the electric fuel pump. After repairs; I departed the next morning without incident. The ATC folks were very calm and helpful.

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Original NASA ASRS Text

Title: GA pilot reported loss of power after takeoff so he returned to departure airport. After landing; power loss was reportedly traced to vapor lock.

Narrative: A few minutes after departure from runway 15 my engine began to sputter at an altitude of approximately 2;500 feet MSL. The outside temp was 107 degrees. My supplemental electrical fuel pump quit working as the switch/breaker would not stay on. My fuel pressure was less than 1 psi and the engine requires 2.2 psi. I had been handed off from the tower to the departure frequency.I was unable to maintain altitude so I informed approach that I was turning back to the [departure] airport as it was the closest in proximity to my position. Approach then informed me he would inform the tower. I switched frequency back to tower and let them know I had engine problems and was returning. When asked if I could enter the pattern on downwind; I felt that I might not have enough energy to make the pattern and requested to land on runway. I was cleared to land and the tower canceled landing clearance to another landing aircraft on 15 in order that I might land. On landing; I still had partial power and by the time I taxied back to the repair facility; the sputtering cleared.The repair facility fixed the switch/breaker and determined that I had a vapor lock condition due to a combination of the high outside temps and lack of fuel pressure from the electric fuel pump. After repairs; I departed the next morning without incident. The ATC folks were very calm and helpful.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.